Coach & Bus 32 web magazine

Issue 32 – 2018 – $8.95 incl. GST

www.truckandbus.net.au

AT THE DOUBLE

SETRA'S SPECTAUCULAR NEW DOUBLE DECKER COACH BENZ'S CITARO ELECTRIC • SCANIA'S WEST COACH SCHOOLER YUTONG'S 100TH NSBC COACH • HYUNDAI GOES FUEL CELL

Keeps good business running Introducing the new Volvo B8R Range Stock available now for delivery

The Volvo B8R, the successor to the legendary best-selling Volvo B7R, was developed with your business in mind, with a focus on long-term profitability and total cost of ownership. It features our most fuel-efficient engine yet, and uptime comes as standard.

The quality is built-in from the start, with our Australia-wide service network you can rest assured your vehicles and business are always in good hands. Explore more at volvobuses.com

VOLVO B8R range Made to just keep running

001 Drivers Seat

PETER BARNWELL TELL US SOMETHING WE DON’T KNOW be the safest drivers on the roads.

In a poll consisting of 1,000 each of car drivers, cyclists and pedestrians, bus

drivers were considered the safest road users by all three groups.

But driving for a living doesn’t automatically make you a good driver – van drivers were rated as the least considerate drivers by pedestrians and cars, and the least safe

by cyclists.

Bus drivers the safest on the road, says survey.

I knew it and you know it, bus drivers are the `best’ drivers on the road, better than truck drivers by a long shot, better than `professionals’ like hire car drivers, better than the cops maybe who sometimes suffer from a blood rush to the head.

Bus drivers are a special group noted for their calm and calculated responses to difficult situations and their fine skills in manoeuvring large vehicles, safely with many people on board.

They take their job seriously and pride themselves on the standard of their ‘work’.

Underlining this is a recent UK survey by Continental Tyres that has revealed which drivers on the road are seen as the safest, most considerate and least annoying.

It’s found that motorists, cyclists and pedestrians all believe bus drivers to

Taxi drivers didn’t come off particularly

calling out the dangerous habit.

group by cyclists.

Continental Tyres, said: “It is clear that poor

users should walk a mile in each other’s

the animosity we see on the road. Failing

considerate driving.

the road makes journeys more difficult for

think motorists would be more

should all be working together for a safer

other modes of road use, while three out

“It’s incredibly positive that, despite the

think that driver training should include

there is a desire to understand how others

other road users.

“As identified in the survey, better training

exposed, with 70 per cent of car drivers

road users.”

users do is not signalling.

which seems to be running out of control

panned, with 74 per cent of truck drivers,

Thankfully bus drivers generally are a

pedestrians and 50 per cent of cyclists all

allowed behind the wheel of a vehicle.

well either, being rated the least considerate

Mark Griffiths, a safety expert at

The survey also suggests that road

communication is at the root of much of

shoes to gain more perspective on

to signal and using mobile phones while on

Seven out of 10 cyclists and pedestrians

everyone and breeds contempt when we

conscientious and safety aware if they tried

road network.”

of five car drivers, pedestrians and cyclists

everyday annoyances people experience,

more on awareness and consideration for

use the road.”

Motorists’ annoying habits were also

and education is being cried out for by

saying that the most irritating thing road

Then of course there’s the stupidity factor

Mobile phone use was also universally

on Australian roads.

60 per cent of car drivers, 55 per cent of

breed apart from the mere mortals who are

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Issue 032

CONTENTS CONTACT DETAILS PO Box 7046 Warringah Mall NSW 2100 www.truckandbus.net.au admin@truckandbus.net.au

FEATURES

18

Yutong has celebrated a milestone delivering its 100th coach to leading Sydney charter company, North Sydney Bus Charters Yutong is the one Chinese bus maker to have its own factory controlled distributor and that has equipped it well for the Australian market. Peter Barnwell went along to the launch to find out why Yutong has won NSBC’s loyalty.

30 ELECTRIC DREAMS

Electric is the buzzword of the automotive industry at the moment, everything from bicycles to semi trailers are being plugged into an electric revolution. We take a look at Daimler’s electric bus flagship and hope that the planets align and we might see the Citaro here some time soon.

Follow us on Facebook at Truck and Bus Australia

Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Peter Barnwell peter@truckandbus.net.au Art Director Fiona Meadows kududesign.com.au Advertising Sales Zara Kilfeather Mob: 0404 883 249 zara@motozedmedia.com.au

18 years driving a bus is a long time, so when Phil Sotiroff ordered a new one, he made sure it was a good one. We take a look at this West Coast based school bus operator and why he chose Scania.

24 YUTONG’S GOLDEN CENTURY

Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews

WEST COAST SCOOLER

38 AT THE DOUBLE

Setra has a reputation for producing cutting edge design luxury buses and coaches and in Europe its recently introduced S 531 DT has earned great praise for its aerodynamic design, space efficient configuration and its safety and efficiency gains. We take a look at this ground breaking double deck luxury coach that is set to redefine the market.

44 MAX i MISING

Hyundai has risen through the ranks to be a major player in the Australian automotive market and one of its continuing successes is the i Max people mover which as editor Peter Barnwell discovered could be an ideal adjunct to any bus fleet as a flexible and economical mini bus

48 HYUNDAI’S EACH WAY BET

Hydrogen was once a dirty word for transport with memories of Hindenberg type disasters. These days Hydrogen is the great hope for zero emission vehicles and Korean giant Hyundai is embracing the technology. We take a look at Hyundai’s global plans for clean green buses.

54 TAKE THE LONG WAY HOME

Since arriving in Australia in 2007, Chinese bus maker King Long has delivered 430 buses to customers all around the country and they have proven reliable and cost efficient work horses in the Australian coach market. Coach & Bus takes a look at the latest King Long to hit Aussie roads.

Contributing Writers Allan Whiting, Barry Flanagan, Sven Erik Lindsrand Contributing Photographers Mark Bean, Cristian Brunelli, Jan Glovac

18 Coach & Bus Magazine is published under licence by Transport Publishing Australia. and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

All material contained herein including text, photography, design elements and format are copyright and cannot be reproduced by any means without the written permission of the publisher. Grayhaze Pty.Ltd. is a member of the Copyright Agency Limited (1800 066 844).

REGULARS

01

DRIVER’S SEAT

Editor Peter Barnwell mulls over change in the industry, whether it’s driverless bus tech or changes even closer to come.

04 UP FRONT We wrap up the key local and international bus and coach news that affects us as a global industry and where we are heading.

Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest.

All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically.

60 WORKING WHEELS

Proudly printed in Australia

64 MONEY

Single copy price $8.95 incl. GST

24

We take a look at Toyota’s top selling HiLux and why it is so popular.

Paul Clitheroe’s latest advice on finances.

WE TAKE A LOOK AT DAIMLER’S ELECTRIC BUS FLAGSHIP AND HOPE THAT THE PLANETS ALIGN AND WE MIGHT SEE THE CITARO HERE SOME TIME SOON

38 48

30

VOLVO SEES DOUBLE WITH NEW EURO VI VOLVO BUSES has launched a new double-deck chassis, capable of meeting the demanding high-capacity transport needs in the Asia Pacific and beyond. The new Euro VI product is claimed to be fuel efficient, with lower emissions as well as operating costs and was launched in Hong Kong during the Volvo Ocean Race stopover in late January.

Volvo announced the new B8L, 3 axle double deck city bus

chassis as an addition to its lineup of for public transport with the arrival of the. The Volvo B8L is manufactured in Borås in Sweden and units have already been widely tested in the demanding city environments of Hong Kong and Singapore. The new B8L replaces Volvo’s B9TL, which sold more than more than 4,000 units in the Asia Pacific alone.

Powered by Volvo’s D8K engine, the B8L delivers 350 Horsepower (258kW) and 1,400Nm of torque

between 1,200 and 1,600 RPM and is matched with the fully automatic ZF 6AP1600C transmission. The 8-litre engine uses common rail technology with more auxiliaries powered electrically than before. The driveline package delivers strong fuel efficiency, reduction in noise and lower emissions.

“Volvo Buses has a proud history as a supplier to many of the most challenging applications for public transport in Asia

Pacific. With the B8L we are providing a new chassis that has been thoroughly tested in tough local conditions,” says Håkan Agnevall, President of Volvo Buses.

“In response to our customers’ input we have simplified the driveline,” says David Mead, Vice President Asia Pacific, Volvo Buses. “Key to the new design is the direct drive layout with the 8 litre engine and automatic transmission designed to be

“A PRODUCT THAT WILL SET NEW BENCHMARKS FOR PERFORMANCE, SAFETY AND RELIABILITY”

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in-line. This provides a more efficient driveline sure to set new standards for fuel efficiency in this segment.”

In addition to the driveline, the B8L delivers lower overall weight, a tighter turning circle, and all new axles and suspension providing outstanding ride quality, improved driveability and higher levels of vehicle performance.

Volvo says the new B8L delivers on total cost of ownership with extended service intervals, use of common Volvo Group spare parts and revised service regimes allowing for reduced overall cost of maintenance. Coupled with the fuel savings already proven in vehicle trials Volvo says the total cost of owning will be lower than for previous models.

The new B8L continues Volvo’s focus on safety with a number of features included as standard equipment. Electronic Stability Control (ESP), Electronic Braking Systems (EBS), anti-slip, acceleration limiter and hill startaid all come as standard on the chassis.

“Our new B8L product demonstrates our understanding of the demands of Asia and beyond in the high capacity double deck segment,” says Mead.

“The overall package we have created shows our experience in this area and allows us to deliver a product to our customers that will set new benchmarks for performance, safety and reliability in this segment.”

The first units have already arrived in Hong Kong and Singapore, where they have commenced testing in daily operation with local bus operators on commercial double deck routes.

Helping to “keep watch” on the units will be Volvo’s proven suite of connected services,

connecting every vehicle to customers, service points and Volvo Buses. The ability to manage vehicle performance, provide remote diagnostics and collect operational data allows Volvo to provide advice to customers, quickly identifying areas of improvement or saving.

The B8L can also be fitted with Volvo’s I-Coaching module, a dash mounted device priding instantaneous feedback to driver about their performance.

Key customers from the Asia Pacific region were asked to join the development process to provide feedback and input on the harsh operating conditions in Hong Kong and Singapore.

The customers were able to provide input based on their experience and visit Volvo’s development teams in Sweden at key points of the product development process.

One of the customers who worked with Volvo was SBS Transit from Singapore. “SBS Transit is delighted that Volvo Buses is introducing the state of the art, Euro VI B8L Double Deck bus. We are pleased to have contributed a key part in the development process of this product. Based on our experience of operating more than 1,100 units of the Volvo Euro V Double Deck, we were able to give inputs to further enhance the performance of the new Volvo Double Deck product. Our heartiest congratulations to Volvo Buses!” said Mr Gan Juay Kiat, CEO, SBS Transit Ltd (Singapore).

More than 100 customers, supplier partners and Volvo staff from around the Asia Pacific joined Volvo Bus management for the launch event in Hong Kong in the Volvo Ocean Race village as part of the Hong Kong race stopover.

NEW GM FOR VOLVO BUS AUSTRALIA

LAUREN DOWNS has been appointed as the new General Manager of Volvo Bus Australia.

Downs assumed the role of GM Volvo Bus Australia effective on March 1.

Having joined Volvo Bus almost ten years ago Lauren has been a key member of the Asia Pacific Management Team based in Singapore with responsibility for Commercial Development, spent time in Sweden working in Global Product Management and Marketing, and for the last 12 months has been the Major Accounts Manager for Volvo Bus in Australia.

“Lauren’s experience and knowledge of the Australian market coupled with her global and regional understanding makes her a perfect fit for the role,” says Asia Pacific Vice President David Mead.

“Since returning to Australia her ability to build strong partnerships with key customers and support the Australian team with her experience and insight has been a real highlight,” says Mead.

Lauren will be responsible for commercial aspects of the Australian and New Zealand businesses.

www.truckandbus.net.au 005

PLUG ‘ER IN TECHNOLOGY TO SIMPLIFY RUNNING ELECTRIC BUS FLEETS

“ELECTRIC BUSES AND AUTONOMOUS VEHICLES WILL RAPIDLY CHANGE THE TRANSPORTATION INDUSTRY” BUSES are ideal candidates for electric powertrains because they operate in towns and cities, have the space for large battery packs and weight doesn’t really matter.

Added to that is the frequent stopping and starting where an electric powertrain can potentially be topped up with a recharge... given time.

But the challenge is issue is to keep electric buses up and running while someone figures out how to make that charge cycle a lot faster than it currently is.

You can fill a diesel bus in a few minutes but right now, a full recharge for something the size of a bus will take hours, possibly all night.

Then of course there’s the elephant in the room issue of our electricity grid’s capability of dealing with potentially greater loads from EV recharging.

Tech company Optibus say they could have the answer to keeping electric buses available to passengers.

006 www.truckandbus.net.au

They’ve just launched a new system called OnSchedule EV which uses algorithms to factor in batteries, chargers and charging locations to create optimal usage for fleets.

Amos Haggiag, Co-Founder and CEO of Optibus, said the system integrates electric buses into the existing routes and schedules without negatively impacting drivers or passengers.

“Electric buses and autonomous vehicles will rapidly change the transportation industry and scheduling systems will have to undergo a technological overhaul to quickly adapt and take advantage of these new innovations’’ he said.

“With our cloud-based solution, Optibus allows municipalities and mass transport operators to optimise their planning and operations, while using the latest technologies to enable a seamless integration of EVs into existing fleets.”

Sounds like they could be onto something...

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CLOSER SCRUTINY OF NSW BUSES AS THERMAL INCIDENTS INCREASE A BUS CAUGHT FIRE or reported “excessive heat” and smoke every four days, on average, in NSW last year.

There were 21 bus fires and 69 “thermal incidents” in 2017, up 16 per cent compared to 2016, an Office of Transport Safety Investigations report into all buses and coaches in the state found.

The number of buses with such problems has increased each year since 2013, from 28 in that year to 90 in 2017.

The increase “appears to be a result of a combination of increased reporting by operators and a rise in thermal incidents”, the report found.

The incidents affected 865 passengers, with a school bus holding 70 passengers the busiest to be stopped due to overheating or fire.

There were no injuries reported

008 www.truckandbus.net.au

in 2017 and fewer buses caught fire (21) than in 2016 when 37 burst into flames.

The five buses that were destroyed by fire in 2017 were built between 1995 and 2004.

Two buses suffered major damage, 20 sustained minor damage, 60 were “smoke damaged”, and three reported smoke but were not damaged.

Engine bay fire suppression systems (EBFS) were fitted to all NSW public transport buses by September 2017, but only 63 of the 90 buses that caught fire or overheated in 2017 had an EBFS system fitted.

There were “significant disruptions” to the transport network as a result of some fires, investigators found, but in 43 per cent of cases the bus involved was not carrying passengers.

Bus drivers were the first to

either see or smell smoke or flames in 73 per cent of the mishaps, while a passing motorist raised the alarm in five per cent of cases, pedestrians informed the driver three per cent of the time and passengers told the driver in two per cent of cases.

Fire suppression systems were effective in several fires, including one that started in the engine bay of a gas-powered bus, with all passengers evacuated safely.

“The fire flashed over into the passenger saloon and the damage was such that the bus was considered unrepairable,” the report said.

Another fire that started in the engine bay of a gas-powered bus was put out by the fire suppression system, despite the driver not shutting off the gas supply.

Another fire that was reported started in the engine bay of a bus

as it was returning to the depot after having the EBFS system fitted. There were no passengers on-board and the suppression system activated but the fire reignited after the bus arrived at the depot.

A Transport for NSW spokesman said they are continuing work to improve bus safety via a range of measures including a review of Australian design rules, improvements to maintenance processes and regulatory oversight, as well as a review of bus fire safety in rural and regional buses.

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ELECTRIC BUSES TO DOMINATE BY 2025 BLOOMBERG says that nearly half of the municipal buses on the road worldwide will be electric within seven years, with China expected to dominate the global market as it aims to cut urban pollution and support domestic manufacturers.

The total number of electric buses in service is forecast to more than triple, from 386,000 last year to about 1.2 million in 2025, equal to about 47 per

010 www.truckandbus.net.au

cent of the worldwide city bus fleet, according to a report from Bloomberg New Energy Finance.

“China will lead this market, due to strong domestic support and aggressive city-level targets,” wrote Aleksandra O’Donovan, an analyst for BNEF and author of the study. By 2025, the report said, the country will account for 99 per cent of the world’s battery-powered buses.

Electric buses remain more

expensive up front than those fuelled by diesel or compressed natural gas, but BNEF found that battery-powered buses can already offer a lower total cost of ownership when fuel and maintenance expenses are considered. Projected declines in battery prices will make the upfront costs of some electric models competitive with a diesel version by 2026, according to the study.

Public buses are a key part of the urban transit infrastructure, and the fact that they serve routine, fixed routes makes them ideal for electrification. Cities across the globe increasingly see electric buses as a way to reduce local air pollution, and such municipalities as Paris and Amsterdam have set goals to switch to zero-emission buses in the coming years.

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BP ALSO SEES ELECTRIC FUTURE THE BRITISH Oil company BP has increased its forecast for electric vehicles by 80 per cent to 180 million by 2035, according to an energy outlook released recently.

It expects a third of the kms driven in 2040 will be powered by electricity.

The company forecasts the abundance of gasoline and diesel cars will ensure overall oil demand will continue to grow at about 0.5 per cent per year.

But that’s slower than the 0.7 per cent annual increase it forecast last year. Consumption is expected to peak at 110 million barrels per day in the mid-2030s, BP’s Chief Economist Spencer Dale said. That’s earlier than the mid-2040s he predicted.

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BP said this year’s outlook doesn’t have a base case scenario, like in previous editions.

It instead has an “evolving transitions scenario”, which has a stable pace of change.

Demand from cars, the backzoner of oil konsumtion Groth in the pist Century, May dröp safter 2030 and be at about Torays level by 2040, BP said. The surge of electric cars means manufacturers may not need to put as much effort and investment in increasing the efficiency of gasoline and diesel vehicles, Dale said.

The change to cleaner energy is going to be slow and BP won’t be left holding any oil assets it can’t produce from economically, Chief

Executive Officer Bob Dudley said in an interview. Cleaner burning natural gas will be an important fuel in that transition, he said.

Gas is expected to grow faster than oil, adding about 1.6 per cent per year as it increasingly becomes the fuel of choice for power producers, according to the outlook report. Coal consumption is projected to flat line.

BP has also raised its forecasts for renewables. It expects clean-energy technologies will make up 40 percent of the growth in energy supplies in the years ahead. The Londonbased company increased solar power projections by 150 percent compared with 2015 as panel costs fell faster than

anticipated amid strong policy support globally.

The oil company recently bought a stake in British solar developer Lightsource Renewable Energy Ltd. for US$200 million.

It’s also said to be weighing a bid for Terra Firma’s Rete Rinnovabile Srl, a solar company based in Italy.

The biggest driver of oil consumption is likely to be petrochemicals. However, BP has reduced its forecast for demand from that sector by 2 million barrels a day as governments around the world are beginning to regulate the use of products such as plastic bags. Packaging makes up about 3 per cent of global oil use.

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VODAFONE AND CONTINENTAL INTRODUCE DIGITAL TYRE MONITORING PLATFORM TYRE AND AUTO component maker Continental and telco Vodafone are promoting a new digital tyre monitoring platform, ContiConnect.

The companies are using the Internet of Things (IoT) to connect commercial vehicle fleets to the digital tyre monitoring platform to improve road safety and vehicle efficiencies. ContiConnect is currently deployed in US, Canada, Malaysia and Thailand with more markets in Europe and Asia to follow in 2018 and next year.

ContiConnect communicates tyre temperature and pressure data to a central web portal via the wireless network, allowing fleet 014 www.truckandbus.net.au

managers to continuously monitor the data for their entire fleet.

The system sends alerts via e-mail or SMS to the fleet manager if tyre pressure or temperature deviate from the defined value and suggests corrective measures where necessary.

The new platform helps prevent expensive tyre-related breakdowns affecting commercial fleets, and maximises vehicle uptime. The Vodafone mobile communications network transmits the data securely, reliably in real-time to destinations around the world.

ContiConnect provides commercial vehicle fleet

operators including bus as well haulage, or construction operators with greater transparency in their fleet management activities and allows them to digitally monitor their vehicles’ tyres in real-time.

The recorded data helps fleet managers to maximise vehicle uptime and reduce maintenance costs and fuel.

Special Continental sensors continuously monitor tyre pressure and temperature data and transmit it to a receiver unit.

The receiver unit then transmits the data in real-time to the Continental backend where a software program analyses it.

If any of the values are critical,

ContiConnect sends an alert so that the fleet manager can take action immediately.

The system transmits data

by SMS or e-mail, so the driver doesn’t need to have a display unit in the cockpit. And the global Vodafone network ensures that fleet managers have real-time data on all their vehicles that are out on the road.

BUS DRIVERS BEST SAYS SURVEY A RECENT UK SURVEY by Continental Tyres has revealed which drivers on the road are seen as the safest, most considerate and least annoying.

It’s found that motorists, cyclists and pedestrians all believe bus drivers to be the safest drivers on the roads.

In a poll consisting of 1,000 each of car drivers, cyclists and pedestrians, bus drivers were considered the safest road users by all three groups.

But driving for a living doesn’t automatically make you a good driver – van drivers were rated as the least considerate drivers by pedestrians and cars, and the least safe by cyclists.

Taxi drivers didn’t come off particularly well either, being rated the least considerate group by cyclists.

The survey also suggests that road users should walk a mile in each other’s shoes to gain more perspective on considerate driving.

Seven out of 10 cyclists and pedestrians think motorists would be more conscientious and safety aware if they tried other modes of road use, while three out of five car drivers, pedestrians and cyclists think that driver training should include more on awareness and consideration for other road users.

Motorists’ annoying habits were also exposed; with 70 per cent of car drivers saying that the most irritating thing road users do is not signalling. Mobile phone use was also universally panned, with

74 per cent of truck drivers, 60 per cent of car drivers, 55 per cent of pedestrians and 50 per cent of cyclists all calling out the dangerous habit.

Mark Griffiths, safety expert at Continental Tyres, which commissioned the survey, said: “It is clear that poor

communication is at the root of much of the animosity we see on the road. Failing to signal and using mobile phones while on the road makes journeys more difficult for everyone and breeds contempt when we should all be working together for a safer road network.

“It’s incredibly positive that, despite the everyday annoyances people experience, there is a desire to understand how others use the road.

“As identified in the survey, better training and education is being cried out for by road users.”

www.truckandbus.net.au 015

NHVR CONFIRMS NEW BUS COMPLIANCE ALLOWANCES A SPOKESPERSON for the National Heavy Vehicle Regulator (NHVR) has confirmed the authority has signed off on some important changes to the increase in mass in two-axle buses along with a Class 3 Notice for Victorian operators enabling operators in that state to continue to operate as they were.

Andrew Berkman, the spokesman for the NHVR says the regulator has been consulting with the bus industry along with state and territory governments to provide consistent higher mass limits for two-axle buses with dual tyres to operate up to 18 tonnes as well as ensuring some additional safety features.

“The regulation allows buses in Tasmania, SA and the ACT to operate at increased mass limits, similar to those in Queensland, NSW and Victoria,” said Berkman.

“The existing fleet in Victoria will continue to operate under a continuation of the current exemption, which has been in

operation since 2011. In 2019, all new buses in Victoria will need to comply with the additional safety features,” he added.

To operate at increased mass limits operators will need to have additional safety features including anti-lock brake systems, electronic

braking systems or electronic stability control depending on the year the bus was manufactured.

The changes are scheduled to come into affect from 1st July, this year and the NHVR has developed three information sheets covering important aspects of the program

including, Calculating seating capacity, general information for operators on the mass increase and carrying documents verifying the fitment of extra safety features and another on general information to authorised officers on how to deal with compliance.

WATTS THE STORY - SCANIA PLUGS INTO ELECTRIC BUSES TOO FOLLOWING TRIALS, Scania’s first battery electric bus, the Citywide Low Floor, will from mid-March operate in regular traffic in the northern Swedish city of Östersund. The first three buses will work a 15km route with around 40 stops. With 10-minute charging, the buses will run every 15 minutes for a total of 100 journeys each day.

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Norway’s trade magazine Busmagasinet recently had the opportunity to test the new bus.

“Normally a new set of sounds is detected in an electric bus when the diesel engine is removed,” said Editor, Tom Terjesen. “But in Scania’s battery bus there’s hardly any noise at all. A little squeak from door strips is what we discover, but then we drive on

icy and poorly ploughed roads.”

Tom noted that even at the maximum speed of 70 km/h, there was insignificant noise from both wind and powertrain.

“Scania has created a very good batteary bus,” he said. “A bus that is identical to the diesel versions of Citywide inside and out, but with a zero-emission powertrain.”

SCANIA LOCKS IN TO ELECTRIC R&D

SCANIA HAS RECENTLY agreed two collaborations – in Sweden and in China – which it hopes will further the development of electric traction technology.

Scania is to invest the equivalent of $AUD16m in Swedish firm Northvolt to develop and commercialise battery cell technology for buses and trucks.

For larger vehicles, continued development of both charging infrastructure as well as more robust, cost-effective and sustainable battery cells is crucial for a widespread market breakthrough in commercially viable electrification, Scania said.

Recognising different transport assignments require different electric powertrains, it said that battery and cell technologies must therefore be developed to support varying needs.

Henrik Henriksson, Scania’s President and CEO, said: “Electrification will play a key part in the shift to a fossilfree transport system and it’s advancing rapidly. However, the current battery cell technology must be developed to fulfil the business requirements of heavy bus and truck customers.

With Northvolt as a partner, we believe that we can make major strides forward.”

The two companies will establish an expert team and work together at Northvolt’s research facility, Northvolt Labs, in Västerås, Sweden, to develop and commercialise production of battery cells optimised to power commercial vehicles. The companies have also entered into an off-take purchase agreement for battery cells.

Production of battery cells is energy intensive and Sweden offers a solid supply of costeffective green energy, Scania said. The country is therefore well suited for large-scale sustainable battery production.

Northvolt is building the next generation battery factory in the city of Skellefteå in the North of Sweden with the objective to produce high-quality green batteries, with a minimal carbon footprint and ambitions for high levels of recycling.

Another strategic initiative in Scania’s ambition to drive the shift towards a sustainable transport system is its collaboration with China’s Haylion Technologies. The

two firms will join forces in the field of non-fossil fuel powered, mainly electrified vehicles, autonomous vehicles and urban bus transport. The common aim is to expedite the commercialisation of autonomous driving applications and sustainable transport.

Haylion Technologies has together with Gortune Investment Co. Ltd established a team of specialists in artificial intelligence, automotive manufacturing, communications and public transport. This team focuses on autonomous driving technology, concept verification and its industrialisation. Haylion Techonologies’ main focus is developing comprehensive solutions for public transport by electrified, autonomous and connected buses.

Since the end of 2017, Haylion Technologies has been conducting trials with intelligent buses on public roads in partnership with the Shenzhen Bus Group in a project named ‘AlphaBa,’ which is seen as industry breakthrough.

VAN HOOL IS TENNESSEE BOUND BELGIAN BUS MAKER Van Hool has announced it will build a dedicated factory in Tennessee to enable it to build buses for the US market.

Van Hool is already active in the USA in the private sector, where it has a 35 per cent of the market through its American distributor, ABC Companies. These coaches are shipped from Europe, where they are produced in Van Hool’s

Koningshooikt, Belgium and Skopje, Macedonia plants.

However, due to the Buy American Act, which stipulates manufacturers should be using American components for 70 per cent of the vehicle’s value if they’re publiclyfunded they cannot be imported.

“With a potential of 5,000 to 7,000 vehicles a year, the public market is much more important

for buses than the private sector and its 1,500 to 2,000 coaches annually,” said Van Hool CEO,Filip Van Hool at the recent United Motorcoach Association (UMA) trade show in San Antonio.

“The buses for the American market will be manufactured in a plant that is a copy of the modular Macedonian Van Hool plant, which is operating very satisfactorily.”

By 2020, the plant is expected to produce 400 buses per annum, employing 1,000 staff.

Revealing at last year’s Busworld Europe show in Kortrijk, Belgium that 50 per cent of Van Hool’s turnover comes from the American market, he stressed: “The America market is very important. We’re mainly active in the private market where we’re in position number one.”

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Operator

18 years driving a bus is a long time, so when Phil Sotiroff ordered a new one, he made sure it was a good one. We take a look at this West Coast based school bus operator and why he chose Scania.

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P

hil Sotiroff is a school bus contractor who knows exactly what he wants, and what he wanted was a Scania, clothed in a 57-seater Volgren body.

Phil has been running a school bus for 18 years and is based in Geraldton, on the very western tip of Western Australia.

A sea change took him from the retail world of car sales and finance to the maelstrom of teenage transport, collecting kids from as far north as Northampton, 50 km up the road, to deliver them into Geraldton’s education institutions.

“I worked for a family-owned car business for 22 years, but then it was time for a change,” Phil said.

“I love my job, I love dealing with kids.

Country kids are great, They’re different

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to big city kids. I make sure they toe the line on the bus, but they’re generally very good kids. The secret is to have the right approach to them.

“This new bus is more luxurious than before, and the belted seats are better for the kids. We’ve also got a bull bar and stone guard to protect the driver, and good quality mirrors.

“On an average day we’ll get close to 250 km on the school runs, and in the past year with the new bus we have clocked up 67,000 km. So far, it’s all good,” Phil said.

“I’ve always been self-employed, even when working for the car yard. I started there after completing my mechanic’s apprenticeship in 1975. I like the freedom.

I run the bus business with my wife, Jenny, she also has a bus driving licence.

“Aside from the school run we also do charters for schools and private hires during the middle part of the day, and sometimes over the weekend. We look after cruise ship day-trippers as well as doing weddings and the like. The new bus has six big ‘side-to-side’ luggage bins which will swallow plenty of bags and surfboards, and there are luggage racks inside for the kids’ school bags.

“We’ve done day trips to Perth before, once we even took a group of fishermen down there for a 3-hour meeting before turning around and coming straight back.

That was a big day,” Phil said.

The new Scania-powered Volgren-bodied bus picks up 52 school kids each day. It is certified for 83 primary kids in the three-for two seats.

“ I LOVE MY JOB, I LOVE DEALING WITH KIDS. COUNTRY KIDS ARE GREAT”

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“It’s a nice bus, one I specified for my own needs after 15 years with a Japanese brand bus. That was very good, and reliable and clocked up 850,000 km, but the new Scania has superior braking and suspension systems, and the service I have had from Scania while specifying and building the bus has been excellent.

“Julian Gurney and Dean Cash from Scania listened to what I wanted. They even came to visit me, nothing was a problem; That service was unreal.

“I was very keen to get an Australianbuilt body, one that could be built to my specification,” Phil said. “I specified three sliding window vents each side, as well. Sometimes you want fresh air not air conditioning. Volgren was very accommodating.”

The new two-axle bus is powered by the Scania 310 hp five-cylinder engine and uses SCR after-treatment to achieve Euro 5 compliance.

The bus drives through the familiar 6-speed push-button ZF automatic transmission, used widely on city

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route buses throughout Australia.

“I’m getting 3.6 km to the litre overall, and the Scania engine revs much lower than the previous bus, which would cruise at the limit at 2400 rpm. The Scania is more like 1200 rpm, and I try to cruise along at 80 km/h when empty, or 90 km/h with the kids, which also saves a lot of fuel. There’s no need to go everywhere at 100 km/h.

And the kids aren’t in a rush to get to school.

“I really feel that I have gone up a class with this new bus,” Phil said. “It really floats along on the air suspension, previously I was riding on parabolic springs. This bus is really excellent to drive, and it shares the chassis used for coaches which is why the ride is so fine.”

Phil also specified fully-chromed Alcoa wheels through Julian and Dean, rather than just polished rims. “I saw how much time other drivers spend cleaning their wheels, but chromed rims just wash off and look great. That’s much easier,” he said.

“We’re looking at running this bus for another 15 years,” Phil said. “After that, who knows?”

Scania Bus and Coach Account Manager for Western Australia, Victoria and South Australia, Dean Cash said he was delighted that Phil was happy with his new bus.

“Phil took a lot of time and paid a lot of attention to the specification of the new bus and we are very happy that he is finding it perfect for his needs.

“We worked closely with Volgren to ensure Phil’s specification would do the job for him over the long term. With very well proven drivetrain components and a quality body, Phil has a bus he can be proud to drive and one he can rely on,” Dean said.

Industry

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Yutong has celebrated a milestone for its Australian operations by delivering the 100th Yutong coach to leading Sydney charter company, North Sydney Bus Charters (NSBC).

The Chinese bus maker, is the one bus maker from China to have its own factory owned distributor and that has equipped it well for its entry to the Australian market which has by any measure been a success. Its biggest customer in Australia NSBC has used Yutong to create a success of its own.

Peter Barnwell went along to the launch to find out why Yutong has won NSBC’s loyalty.

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S

ince ordering seven vehicles in January 2014, North Shore Bus Charter (NSBC) has purchased one hundred Yutong buses, making the large, privately owned North Sydney-based operator by far the single biggest Yutong customer in Australia.

NSBC is part of the NSBC Group, a successful Sydney-based business owned

by Mr Scott Riley. It is said to be one of this

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country’s largest Australian-owned bus and charter coach companies.

NSBC services a number of schools on Sydney’s prestigious North Shore and across Greater Sydney with student passenger transportation foremost.

This underscores NSBC’s emphasis on safety and reliability. The company also provides charter services for corporates, clubs and sporting bodies.

While other medium to large bus companies tend to focus on the `established’ brands, NSBC has put its weight behind the world’s largest bus manufacturer almost exclusively, though there are some other makes in the fleet.

Former tennis ace and sports coach Scott Riley heard about Yutong through a friend and after extensive research into their products, decided Yutong measured

“ABOVE ALL ELSE, WE WANT SAFETY FOR OUR PASSENGERS, WE WANT RELIABILITY AND WE WANT VERY SECURE BUSINESS PARTNERS” up to his standards in terms of safety, running costs and purchase price.

That was about four years ago and since then, the NSBC garage has swelled with Yutongs to the point where the hundredth was delivered this month destined for charter work.

We sat down with Scott Riley asking him to expand on why he chose Yutong buses.

“Above all else, we want safety for our

passengers and that means seatbelts along with vehicles designed to provide the highest possible primary safety, we want reliability and we want very secure business partners,’’ he told Coach and Bus at the 100th Yutong delivery event last month.

When asked about aftersales service, Mr Riley said “NSW Bus and Coach Sales does a fantastic job in that space. They are an Australian company and Jeff Morgan

heads up the NSW operation providing exemplary service.’’

We asked Mr Riley how Yutong stacks up against other brands and he said “We’ve been using Yutong for three and a half years and we have been delighted. The quality of their product and their reliability led us to this 100th sale today which is a major commercial commitment and a huge endorsement for the partnership.’’

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1 NSBC boss, Scott Ridley shaking hands with Yutong’s director of international business, Hu Huaiban,

while Geoff Morgan from AdTrans (left) and Yutong Australia director and general manager Neil Wang look on.

2 100 buses is a big achievement of which Scott Ridley is rightly proud.

3 NSBC boss Scott Ridley addresses the 100th bus ceremony at the company’s Artarmon headquarters in Sydney.

4 The 100th bus ceremony attracted a range of bus industry luminaries.

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1

2

3

4

“Price is definitely a determining factor as is Cummins and Allison for their engines and transmissions. The fit outs are impressive and Yutong is the biggest bus manufacturer in China (and the world) and they are a very different product from other Chinese brands we have all seen and experienced.’’

C&B: How far can you go with Yutong Scott? 1000 buses?

Scott Ridley: “We will put our full efforts behind passenger safety with an emphasis on seat belts in every bus. We will hopefully run the business well and if that happens, we would be delighted.’’

Yutong is a multi-faceted, listed company in China with interests in construction machinery, auto parts and components, real estate and other ventures along with bus manufacturing.

It produces more than 73,000 buses a year which is twice the nearest competitor and about half the total number of buses manufactured annually worldwide. They are sold in 120 countries, the majority to small operators with three or less vehicles.

Every year around the world, Yutong says its buses run 43,000,000,000 kilometres and carry 34,000,000,000

passengers. That’s a lot of bums on seats but is believable given the population of China alone.

They make a point of closely researching customer needs and implementing those requirements into their vehicles aiming for a total package to suit any given purpose.

Advanced safety technology is under development for all Yutong buses that will no doubt find its way into the NSBC fleet as it comes on stream. As of right now, every Yutong at NSBC is seat belt equipped.

In the meantime, head office is pushing E-Bus development with fully electric powertrains. This is being driven by excessive air pollution in many major Chinese cities that is measurably affecting the nation’s health.

Fully resolved E-Buses will allow Yutong to capitalise on China’s pre-eminent position as the biggest global lithium ion battery manufacturer.

Australia will no doubt get E-Buses or their equivalent in due course and probably sooner rather than later probably as inter urban route buses.

With huge resources at their disposal, Yutong could be at the forefront of electric bus production. It would be surprising

if they were not.

An autonomous Yutong coach was successfully tested in China back in 2015 which could point the way to the future for some bus operations.

The general adoption of car-like advanced driver assist technology is under assessment and development at Yutong.

This will include features like autonomous emergency braking, lane change assist, blind spot warning, forward collision alert and adaptive cruise control, which, when networked with accurate GPS equals autonomous driving.

The company spends three per cent of its annual profits on R&D covering safety, new powertrains, new construction materials and methods and technology.

Since its local start-up from a western Sydney office, Yutong has sent roots into Australian turf through third party sales and service operations establishing a dealer network on the way to achieving nearly 500 cumulative bus sales in 7.0m to 12.0m sizes.

The extensive range spans smaller inner city route buses through to interstate premium touring coaches complete with Cummins diesels and Allison transmissions.

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New Product

Electric is the buzzword of the automotive industry at the moment, everything from bicycles to semi trailers are being plugged into an electric revolution. We take a look at Daimler’s electric bus flagship and hope that the planets align and we might see the Citaro here some time soon.

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ELECTRIC DREAMS

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D

aimler has put its cards on the table unveiling electric trucks in a range of segments and even boasting a new brand – eFuso to produce electric trucks to match Fuso’s range of fossil fuel powered machines.

Buses have been a key area with emission conscious city councils, governments and operators keen to reduce tail pipe emissions from bus fleets in urban areas.

Daimler is also playing a key role in the electric bus arena and its recently unveiled

Citaro electric bus chassis is the flagship of the German giants zero emission bus strategy.

In preparation for the public debut of the first version of the all-electric 12m left-hand drive Mercedes-Benz Citaro due at the Hanover IAA Commercial Vehicle Expo this September, Daimler has given trade press a glimpse of the Citaro ahead of the Hanover public launch.

For Australia there are a couple of impediments for Citaro, not the least being its 2.7metre width and the fact that right hand drive models are at least two years

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away. It’s believed Daimler is lobbying heavy vehicle regulators to enable the Citaro to be allowed to run in general use on Australian roads. Special dispensation can be gained for specific routes but this limits the ability for the Citaro to be assigned other tasks and limits resale etc.

Those challenges aside the Citaro is a significant new player in the electric bus world. Clearly Daimler is throwing huge resources at electric and battery technology and like its Fuso truck efforts, this Citaro is version one, better and more efficient versions are certainly in the pipeline as technology develops.

By the time the right-hand drive are available in two years significantly greater

capacity battery packs are anticipated as part of Citaro’s second phase while articulated versions are also on the drawing board.

Ever cautious and considered Daimler says that indications of operating range for all-electric city buses are often difficult to compare and it advises caution, particularly since reference values can be missing and

figures are often been calculated under ideal conditions.

In the interests of reliable data, MercedesBenz prefers to consider a ‘worst-case scenario’ and takes its direction from the challenging ‘Standardised On-Road Test cycle (SORT2).

Benz also adds the energy requirements of the ancillary consumers into the equation. According to SORT2, the Citaro with a full complement of batteries can achieve an operating range of around 150km in the height and heat of summer.

By the time series production starts later this year a dozen prototypes will have completed a grueling, comprehensive evaluation program which has included trials at below minus 15 degrees Celsius in the Arctic Circle and at more than 30 degrees Celsius in the Sierra Nevada mountains of Spain. All components will have been tested individually and once integrated both under laboratory conditions and in the field according to Benz.

“It’s built on the platform of the proven

“ WE OFFER SOLUTIONS ENABLING PASSENGERS TO TRAVEL SAFELY, FLEXIBLY AND FREE OF EMISSIONS”

Citaro, which provides an excellent basis for the powertrains of today and tomorrow,” explained Gustav Tuschen, head of product engineering for Daimler Buses.

The layout of the passenger compartment remains the same. This means no change for transport operators or passengers. We use the electrically powered rear axle with wheel hub motors already proven in our buses. Modular battery packs are installed on the centre of the roof, and in the rear.

As standard, the bus is charged at the depot via a Combo 2 connector. On the road it can be optionally charged by means of an on-board or stationary pantograph.

In Europe, where Benz is targeting its focus initially, the introduction of the all-electric Citaro will be supported by a pre-purchasing advisory service, eMobility Consulting provided by Daimler Buses, which undertakes an in-depth analysis of operating requirements for customers.

Precise recommendations will then be made covering aspects such as charging infrastructure, energy consumption, and the load capability of the power supply at the depot and charge management.

Daimler is also offering comprehensive aftersales and service support with tailor-made support covering service, maintenance and repairs ranging from supervision of a customer’s workshop through to contracted workshop support provided by the Daimler dealer network.

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“We are working hard not only on the

fully electric city bus,” said Hartmut

Schick, head of Daimler Buses. “Partially

automated driving also continues to have

high priority. We will invest approximately

€200m by 2020 alone in the implementation

The electric Citaro has a 19.5-tonne GVW

while diesel variants continue to be rated at 18 tonnes.

From the start of series production,

charging will be via a standard-fit, plug-in,

passengers to travel safely, flexibly and free

the front wheel arch on the right hand side in

of emissions.”

CASE stands for the future areas of

connectivity (Connected), automated

driving (Autonomous), flexible use (Shared & Services) and electric drive (Electric).

The drive system of the all-electric

Citaro is based around the ZF AVE130 electric portal axle with water-cooled asynchronous electric motors at the wheel hubs that is already used in

DC Combo 2 connector positioned above

left-hand drive versions – where the fuel tank filler is currently located on diesel variants.

Suitable for both high charging loads and

quick charging, Combo 2 can be used in conjunction with mobile chargers up to

80kW, stationary charging stations up to 150kW and currents of 200A. Based on

outputs of between 20-80kW, charging times could be anything from three to 11 hours.

To be phased in once series production

internal combustion variants of the Citaro.

starts are an integrated vehicle collector

of 485Nm x 2. The gearing ratio turns that

installation of charging rails that facilitate

Peak output is 2 x 125kW with torque

into a drive torque of approximately 2 x

11,000Nm. , A massive amount of torque for any vehicle.

Up to 10 high-voltage 25kWh Akasol

(pantograph) on the vehicle roof and the

charging via a fixed-installation charging

station. In both instances the installation will be in line with the front axle.

The all-electric Citaro also generates

nickel-manganese-cobalt lithium-ion

additional electrical energy through

power capacity of 243kWh. Four modules

motors on the drive axle act as alternators

modules make up a battery pack with a

are in the rear overhang of the vehicle

where a diesel engine and gearbox would otherwise have been located while two,

recuperation. The two wheel hub electric

during braking, transform the kinetic energy created into electricity.

Daimler points out that the range of any

four or up to six more are on the centre

electric bus can be limited by the need

Buses offers is a total of six modules

on climate.

of the roof. The minimum option Daimler delivering 150kWh.

Each module comprises a control unit

for monitoring and balancing and 15

Samsung cells. Within each of those are 12 37Ah prismatic cells.

Daimler Buses says depth of discharge

can be tailored to specific applications.

The battery pack is guaranteed for five years, but actual life beyond that will dependent on utilisation and could realistically be

significantly longer. Different options for disposal are currently being explored.

With a maximum complement of 10

battery modules, the electric Citaro has an

unladen weight of 13.7 tonnes – 2.4 tonnes more than its diesel equivalent. However this weight penalty is expected to drop with the development of lower weight batteries in time.

Utilising higher loading front wheels and

tyres, it has a front axle rated at 8 tonnes rather than the 7.5 tonnes used on its diesel variants.

The passenger area layout and maximum

seating capacity remains unchanged at 42 while right-hand drive versions are

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in overall capacity.

of the CASE strategy in order to shape the

future mobility. We offer solutions enabling

“ RECHARGING ALONG THE ROUTE WILL HAVE BECOME A THING OF THE PAST BECAUSE ALL-ELECTRIC BUSES WILL HAVE A RANGE OF 400KM ON ONE CHARGE”

expected to have only a small reduction

to cool and heat the cabin depending

With an outside temperature of minus

10 degrees Celsius, energy consumption doubles compared to when no heating

is required thereby halving the vehicle’s

range. Unlike a combustion engine, electric motors create negligible heat waste so

the heating system must be fed from the

vehicle’s own energy supply. An additional factor is the size of the cabin.

Benz argues that an enhanced thermal

management system is the solution and compared with a diesel Citaro, it has

managed to reduce overall energy demand for heating, ventilation and climate control by about 40 per cent. Overall energy

consumption for the vehicle that would

otherwise be at least 2.8kWh per km in a

diesel bus is reduced to just 2.0kWh per km.

All components that give off heat are

linked together, so keeping the energy required for cooling while in operation to a minimum.

Heat generated by passengers

also contributes and the output of the heating and climate control systems is varied accordingly.

Passenger numbers are measured via

axle load sensors.

“ THE TWO WHEEL HUB ELECTRIC MOTORS ON THE DRIVE AXLE ACT AS ALTERNATORS DURING BRAKING, TRANSFORMING THE KINETIC ENERGY CREATED INTO ELECTRICITY”

A heat pump is used to warm the

passenger saloon with sidewall fan heaters helping to deliver an even temperature. A

conventional heater at the front is boosted

by the addition of a double heat exchanger.

During colder months, the roof-mounted

HVAC (Heating, Ventilation & Air-

Conditioning) system CO2 air-conditioning is additionally used as a heat pump to

deliver climate control. Daimler Buses says

that the use of CO2 as the standard coolant for Citaro climate control means it will work efficiently at temperatures as low as that

minus 10 degrees Celsius benchmark, not a factor of concern in Australia if we ever get

the electric Citaro but a major consideration in Northern Europe.

The coolant is also environmentally

harmless, non-toxic and non-flammable.

When temperatures outside are above 30

degrees, the energy consumption of the airconditioning is just 1.4kWh per km.

Batteries are kept cool using a separate

battery-cooling device mounted on the roof.

When outside temperatures are extreme, the standard passenger compartment

climate control system is used to boost

that cooling. Further flexibility is possible by exploiting the discharge depth of the

batteries, which can be extended although inevitably at the expense of range and service life.

To compensate for energy drain resulting

from extreme temperatures or to maximise vehicle range, a Spheros fuel-powered

auxiliary cabin heater can also be specified.

Climate control for the driver’s cab is

controlled separately with a constant

ambient temperature of 24 degrees Celsius being the objective.

Gustav predicted that by 2025 there will

be as many electric buses registered as

diesels. “By 2030 they will account for 75 per cent of the city bus market,” he said.

“Recharging along the route will have

become a thing of the past because all-

electric buses will have a range of 400km on one charge. TCO (Total Cost

of Ownership) will be lower than diesel buses. The power they use will come

from renewable energy sources. They

are therefore not just locally emission-free, but usually totally emission-free. A vision?

Yes, but we believe this to be a realistic one,” says Gustav.

Despite the enthusiasm for electrically

powered buses, the era of the combustionengined urban bus is far from over. It’s impossible for the combustion engine

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to be replaced overnight by the all-electric powertrain. What makes it impossible at the moment is the cost and the still limited range, the complex power supply and the necessary changes on the service front as far as workshop equipment and employee training are concerned.

However electric mobility means totally rethinking local public transportation with buses.

“An abrupt end to the combustion engine is not possible – nor is it necessary.”

Gustav adds.

“Last European autumn we unveiled the Citaro hybrid, which lowered fuel consumption and CO2 emissions by up to another 8.5 per cent. No comparable combustion-engined regular-service bus is more economical,” he adds.

In 2012, Benz Citaro became the world’s first urban bus to comply with Euro 6 emissions standards. Compared with a Euro 5 urban bus, Benz has reduced CO2 emissions by almost 20 per cent and NOx by up to 98 per cent in the past six years, a remarkable effort in anyone’s terms.

“Particulate emissions have even reached the lower limit of detection, we’re not

talking about measurements in the lab here. These are measurements in the real world, out on the road,” Gustav boasts.

“We are talking here about a 0.5-litre vehicle per passenger in rush-hour traffic. As an alternative to the diesel, we have the gas engine. It has made similar strides and operated on biogas, it is almost CO2-neutral. So you can see, the combustion engine will continue to have its justification for quite some time when it comes to urban buses. It is not yesterday’s powertrain. It is totally up-to-date,” Gustav emphasizes.

It is against this background that Daimler devised its two-pillar strategy. On the one hand, the company is optimising the combustion powertrain, while on the other it is developing the all-electric urban bus, which will gradually be able to replace buses with combustion engines.

In the first phase, the range of the new all-electric will be sufficient to cover over 30 per cent of bus services without recharging.

“Under ideal conditions, it is capable of travelling almost 250km. Unfortunately, such a peak value is irrelevant for the

design of a transport system. Transport operators need a reliable range forecast for the challenging days. At plus 30 degrees in summer and at minus 10 degrees in winter and, on top of that, in rush hour,” he adds.

Daimler has already defined the design of the next battery generation together with its development partners.

The company claims capacity will increase by more than a third to in excess of 300kWh. The aim for the medium term is a systemically relevant range of 250km.

That is enough to cover more than 70 per cent of all operations without having to recharge. If operators choose, they will even be able to swap (their current) battery packs for the more powerful ones in future according to Daimler.

“Until we finally have an entirely new form of urban transport in 2030 at the latest – largely autonomous, clean, safe and quiet – the way there has been paved with the new all-electric Citaro,” says Gustav.

It is certainly an exciting development and lets hope that sense is seen and we might see Citaro, both in electric and high efficiency internal combustion versions in Australia soon.

“LAST EUROPEAN AUTUMN WE UNVEILED THE CITARO HYBRID, WHICH LOWERED FUEL CONSUMPTION AND CO2 EMISSIONS BY UP TO ANOTHER 8.5 PER CENT”

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COMING SOON!

AN ALL NEW MAGAZINE AIMED SQUARELY AT BUILDING AND MAINTAINING GRAVEL ROADS IN THIS COUNTRY

WELCOME TO GRAVEL ROADS AUSTRALIA AN ALL-NEW niche publication will be hitting your desk in early 2018 when Gravel Roads Australia arrives on the scene.

Gravel roads make up almost 66 per cent of the nation’s road network with close to 600,000 kms of unsealed thoroughfares across this wide brown land. Many have low traffic volumes while others are vital arteries providing access to some of our most valuable resource assets.

Building and maintaining our unsealed road network is a major industry in itself with Local Govt, Civil Contractors, Mining Companies, Forestry, Farmers and a

myriad of others all involved in ensuring these vital routes are available to industry and travellers alike.

Now, for the first time, this sector will have its own journal featuring interesting stories about road construction practices, new equipment, case studies, planned projects and new techniques - in fact anything that involves the building and maintaining of gravel roads.

Gravel Roads Australia will be a high quality 64-page publication, produced four times a year by Grayhaze Publishing, publisher of Transport & Trucking Australia and Coach and Bus magazine

as well as the highly successful transport website, www.truckandbus.net.au Gravel Roads Australia will feature great writers with features and news produced by some of the best journalists in Australia with high quality photography and design.

The first edition will be published in March 2018 and then in June, September and December each year. The magazine will be direct mailed to more than 3000 Local Govt Works Officers, Civil Contractors, Transport Operators, Machinery Dealers and Manufacturers as well as Mining Companies.

For advertising please contact: Grayhaze Publishing 02 9938 6408 admin@truckandbus.net.au – ads@truckandbus.net.au

New Product

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Setra has a reputation for producing cutting edge design luxury buses and coaches and in Europe its recently introduced S 531 DT has earned great praise for its aerodynamic design, space efficient configuration and its safety and efficiency gains. We take a look at this ground breaking double deck luxury coach that is set to redefine the market.

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S

etra claims the new S 531 DT sets new standards in its class for efficiency, variability, comfort and safety. The new doubledecker boasts impressive aerodynamics, and best in segment fuel efficiency according to Setra.

The Setra sets new standards in its class and boasts a flexible lower deck covering the full scope of applications in touring and line operations.

Certainly the interior boasts an impressive standard of comfort while integrated safety features include Active Brake Assist 4 and Sideguard the first time these assistance systems have been seen in the bus and coach segment anywhere in the world.

The Active Brake Assist 4 (ABA 4), which

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in addition to previously available functions, that included maximum full-stop braking for stationary objects and obstacles moving ahead–also now incorporates pedestrian detection with automatic braking response.

The use of Sideguard Assist for blind spot detection is also fitted, employing radar sensors to monitor the lane to the right of the bus (in left hand drive markets) along the vehicle’s entire length. When the driver turns, the system warns of pedestrians, cyclists or stationary obstacles in the turning path.

Over and above this it provides support on the open road when changing lanes on the side opposite the driver.

However safety is just one aspect of the new Setra Double Decker. All of the onboard systems are cloaked in an inspiring

and stylish design with its own distinct appearance.

The new Setra has been tailored for optimum aerodynamics from front to rear.

That might seem a contradiction in a double decker, traditionally boasting a similar aerodynamic profile to a block of flats.

At the front, The Setra’s windscreens have a pronounced curvature and large edge radii, which allow the air to flow around the vehicle, while at the rear recesses and airflow breakaway edges guide the airflow in a targeted manner.

The development engineers have attended to the most minute details including, for example, the windscreen wiper on the upper deck which sits vertical in its rest position, – a feature adopted

ALL OF THE ON-BOARD SYSTEMS ARE CLOAKED IN AN INSPIRING AND STYLISH DESIGN WITH ITS OWN DISTINCT APPEARANCE

from motorsport. These measures result in a drag coefficient of 0.35 Cd. To give this some perspective, back in the mid 1980s Audi’s 100 sedan was considered a groundbreaking design with a Cd of 0.30. The Setra’s 0.35 is certainly a new benchmark for the bus segment – not just in double decker design. The aerodynamics provide the basis for record-breaking fuel consumption, which drops by around seven to ten per cent compared with the model it replaces, according to the type of use.

Setra claims the new double decker is capable of being configured for holiday travel, long-distance passenger services, as a bistro bus, as an inter-city express bus or a range of other operations.

The variable lower deck provides the

basis for this versatility with the scope for individual appointments and seating.

The Setra’s entirely new design has been penned with variability in mind. For instance the platform on the bottom deck on the right as seen in the direction of travel on left hand drive variants can be omitted if the customer desires.

This results in a range of options including wheelchair bays, a galley for a bistro bus, a demountable platform for prams for inter-city lines or, if the platform is fitted, luxury seating for touring applications. The variable configurations are also seen in the cockpit enabling customers to choose between the functional cockpit from the Setra ComfortClass 500 or the luxurious cockpit from the TopClass 500.

With plenty of light and a modern design, the bright interior of the new Setra makes an impression with its spaciousness. The stairs are particularly eye-catching. The stairs are glazed on the outside and feature panelling consisting of translucent acrylic plastic on the inside. Evenly spaced twotone steps with individual lighting, landings and continuous handrails give passengers a sense of security when climbing or descending.

The washroom is a totally new design and its installations are arranged diagonally, making maximum use of the available space. The gleaming white surfaces and LED lighting are more like the bathroom of a modern apartment than a bus.

An optional fragrance dispensing system

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takes the already pleasant climate on board the new Setra to new heights.

When the ignition is turned on and door one is opened, or when a door is left open, a fragrance generator automatically dispenses a discreet, pleasant scent.

Setra sourced and adopted the idea and technology for this from main components from the Mercedes-Benz S-Class. There are six fragrances to choose from, ranging from fresh and sporty to a heavier scent reminiscent of leather.

The new double-decker bus uses the basic underpinnings of Setra’s TopClass 500, however it really is a design that stands on its own merits and a lot of engineering has gone into making it a full and efficient double decker.

The Setra’s front-end treatment featuring a dark front panel and silver brand lettering harks to its TopClass 500 origins.

A new design feature sees the two windscreens in the S 531 DT seamlessly joined together and structured by an aluminium bar. On the sidewall the designers have adapted the brand’s hallmark “La Linea” aluminium strip. Which now extends horizontally along the edge of the roof.

The extensive glazing is highlighted by a counter-sweep at the level of the rear stairs, which adds a dynamic touch and features an aluminium surround. The panelling of the upper deck now appears to hover like an island on the glass.

Underneath, an aluminium logo plaque above the front wheel arch provides a

“ IF THIS FABULOUS MERCEDES BENZ POWERED DOUBLE DECKER COMES TO AUSTRALIA IT MAY REDEFINE THE LUXURY COACH MARKET”

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break in the waist rail on the lower deck while side fins with breakaway airflow edges and the taillights from the 500 model series frame the rear end.

The two vent grilles for the engine have been joined together on the new doubledecker bus while above these, the black grille of the integrated TopAir air conditioning system is apparent. The chrome-plated logo plaque featuring the brand lettering from the TopClass 500 catches the eye under the rear window – a perfect finishing touch for a spectacular bus.

If this fabulous Mercedes Benz powered double decker comes to Australia or is seen in right hand drive configuration is yet to be determined but if it does it may redefine the luxury coach market.

TAKE THE ROAD LESS TRAVELLED

CAB-HVA-1216-SD

KING LONG 6130 VOLVO LONG-DISTANCE TOURER King Long 6130CY is the perfect fit for the Volvo B11R chassis, creating its own class of long haul tourer, with an outstanding array of standard features and optional configurations. The King Long 6130CY will surely impress you with a wide range of seating configurations including a rear toilet. The Volvo D11C In-line 6 cylinder diesel engine, coupled with the 12 speed I-Shift transmission ensures fuel and maintenance economy and enough torque to take on the longest haul.

King Long – Built On A Proud Tradition.

King Long Australia Pty. Ltd. 130-132 Freight Drive, Somerton VIC Australia 3062 t. (03) 9305 2299 | f. (03) 8339 0265 | e. info@hvagroup.com.au

LMCT No: 10735

Please visit

kinglong.com.au for more information

MINI BUS

Week Comencing

Story by Peter Barnwell Hyundai has risen through the ranks to be a major player in the Australian automotive market and one of its continuing successes is the i Max people mover which as editor Peter Barnwell discovered could be an ideal adjunct to any bus fleet as a flexible and economical mini bus.

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I

f you’re in the market for a small bus, Hyundai’s iMax deserves close consideration because it’s at the more affordable end of the small bus price scale, carries eight passengers with a decent load space down the back and above all else, is built in Korea ensuring a high quality standard.

Hyundai upgraded iMax a couple of years ago adding more airbags, more up to date connectivity features and a new look inside and out though you’d be hard pressed to pick it.

This can be considered generation II of iMax with a completely new model due this year.

It’s in diesel only this time around with the 2.4-litre petrol variant consigned to history a while back.

Only one specification grade of iMax is offered but you can pick between six speed manual and optional five speed auto.

They are actually quite different with the manual using a waste gate turbocharger and the auto a VGT (Variable Geometry Turbo) for greater efficiency. Power and torque outputs are poles apart with the former good for 100kW and 343Nm while the auto generates 125kW and 441Nm. Both torque peaks are achieved at low engine revs.

The iMax has been with us for a long time and has been super popular along with its more work oriented iLoad stablemate van.

They are pretty much the same vehicle except for the three seat rows in iMax, alloy wheels and other niceties for the “passenger’’ model.

Operators consider iMax to be `good property’ due to its reliability, low running costs and affordability that includes a 5 year/unlimited km warranty.

It’s not the prettiest thing to look at but serves a purpose by offering a roomy interior in all measurements for eight passengers.

That’s because the wheelbase is 3200mm long and the roof is a good height for passengers to stand up – well almost...

Competition for iMax comes from all points of the compass with more recent incursions from the Chinese but iMax has them covered on most fronts apart from price.

The mild exterior tweak happened in 2015 and brought a new face, new tail lights and some body hardware changes.

It was all window dressing because iMax was no offensive to look at in the slightest.

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It’s a functional box with a semi bonneted front and the engine where it should be with drive going to the rear wheels – as it should.

The 16-inch alloys look like refugees from Hyundai’s passenger car inventory but are a step up on iLoad van’s steelies.

Inside got more of a change with gen II with a focus on the infotainment system with a seven inch screen but the wheel remains tilt adjust only. Apple CarPlay and Android Auto can now be streamed and the audio system is quite good for a commercial vehicle based eight seater.

The eight seats feature serviceable woven cloth with the middle pew on a fore/aft slider mechanism Centre arm rests are provided for the two front passengers while the entire cabin is dotted with storage compartments and bottle/cup holders.

Access is through the two front doors, two side sliders and a rear tailgate with reverse camera attached this time around.

Climate control aircon is featured in the front while the rear compartment has manual adjust aircon with numerous vents.

The rear side windows are side hinged pop out jobs.

Adequate room is provided behind the third row for a stack of suitcases – one on top of

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the other and some smaller luggage wedged in around the sides.

Because of its practical roots iMax nails it in terms of space and function but Hyundai provides a decent array of goodies to shift iMax up and away from commercial vehicles.

It’s smoother and quieter than the iLoad van and has more sound deadening material in the engine bay and under the floor.

Rear park assist is handy along with the reverse camera.

Same applies to remote central locking and keyless entry.

Audio controls are duplicated on the steering wheel which also has cruise

control buttons.

There’s a good trip computer with half a dozen read-outs and a cabin air filter to knock out pollen and dust particles.

Second and third rows both have a 60:40 folding function.

There’s plenty of kit to keep the driver and passengers comfy, connected and entertained during possible hours behind the wheel.

The Bluetooth hooks up readily and audio quality is pretty good.

Our vote for best new feature goes to the reversing camera that makes iMax safer and easier to drive.

PLUS

ON THE ROAD Getting back to the difference between the manual and auto which everyone should bear in mind if considering iMax. In short, the auto is way better to drive than the manual and is almost car-like in drive feel.

Even though it’s only a five speeder, the auto iMax gets on the gas straight away when you put your foot down thanks to that VGT with instant turbo ‘spool.’

The engine is a DOHC unit of 2.5-litres capacity capable of 7.5-litres/100km on the manual and 8.8 on the auto.

A diesel particle filter is attached to the exhaust for emissions reductions but remember it needs to light off every now and then to clean out residue.

With drive going to the rear wheels, the engine is, as expected mounted fore/aft in the semi-bonneted engine bay.

Suspension is by MacPherson strut at the front and multi-link with coils at the back on a rigid axle. It works a treat.

Braking is via four wheel disc brakes too but the manual can tow more at 2000kg while the more powerful auto is rated at only 1500kg.

– – – – – – – – –

Looks good Reputation for reliability Tows like a beauty Easy access Great engine performance in diesel auto Not bad on fuel Full size spare Rear wheel drive Drives like a car

MINUS – Only a four star ANCAP rating – Tilt only steering wheel adjust – Stream only sat nav We like the iMax a lot and we put a whole crew aboard more than once. No wonder they’re popular. It’s acceptably good to look at and diesel only engine range is the way to go plus rear wheel drive.

Scores an EU5 emissions rating too and has good resale.

We can’t figure out that one and towed 2000kg behind the auto anyway. Not a problem.

FACTS AND FIGURES

GCM for the manual is 5030kg for the manual and 4530kg for the auto...

2018 Hyundai iMax diesel auto – Engine: 2.5-litre turbo diesel four cylinder – Transmission: 5-speed auto – Safety: 4-star ANCAP – Origin: Korea – Warranty: 5 year/unlimited km – Price: $44,290

In terms of advanced safety features, iMax has pretty much none, no AEB, no active cruise control, no lane departure warning, nothing.

That’s because it was designed quite a few years ago now when only a few manufacturers were doing advanced driver assist features.

The new iMax will address this shortcoming.

Having said that, the current model scores an four star ANCAP crash rating thanks in part to the multiple air bags and other rudimentary safety features.

STAR RATING

3.5/5

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Innovation

Hydrogen was once a dirty word for transport with memories of Hindenberg type disasters. These days Hydrogen is the great hope for zero emission vehicles and Korean giant Hyundai is embracing the technology. We take a look at Hyundai’s global plans for clean green buses.

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A

s if you weren’t already aware, there’s a sea change happening to mass transport around the world with a focus on replacing diesel powered route buses with full electric or fuel cell electric powertrains.

Though it’s still only happening in dribs and drabs, the move to electric power in some form is quickly gathering momentum driven by governments and other bureaucracies bent on emissions reduction in cities.

The charge is being led by China which manufactures by far the most buses in the world annually – by a factor of two or more.

Pretty much all bus manufacturers are developing or have already developed full electric and fuel cell electric buses, or both, with many in the final verification stage right now.

Numerous cities have electric buses

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plying the streets under evaluation from keenly interested parties.

It looks like `cheaper’ full electric powertrains are going to dominate so, apart from notable exceptions, fuel cell powered vehicles generally haven’t enjoyed the same level of research and development as full electric vehicles.

This makes FCEV less likely to come into general use any time soon.

It’s a pity because the technology is more elegant and potentially less polluting.

However, a major player in the electric powered commercial vehicle race is Korean conglomerate Hyundai which, among other products, builds millions of passenger cars each year.

Though there are scant Hyundai medium or heavy commercial vehicles on the road in Australia, Hyundai actually has an

extensive range including electric and fuel cell powered buses.

Both buses are similar in configuration with obvious differences in how they drive the rear wheel mounted electric motors.

One has a battery pack and the other a hydrogen fuel cell to generate electricity.

What is interesting is that hydrogen can also be used in a conventional reciprocating engine without the need for a conversion system. You just use it like petrol or diesel fuel with low emissions a side benefit.

Hyundai are leveraging their extensive research and development expenditure into EV and FCEV powered cars to develop buses and other commercial vehicles.

On a local front Hyundai Australia has had FCEV cars under test conditions here for a number of years even going as far as

to construct hydrogen refill stations at various locations.

There’s a few electric vehicle or two stashed away at Hyundai Australia’s Sydney headquarters ready to trot out including hybrid Ioniq and electric Kona.

Hyundai’s commitment to emissions free buses for urban use was recently underlined when it started production of both EV and FCEV buses built on the same ElecCity platform.

It would appear the company is still undecided as to which way to jump. Having spent so much on FCEV technology they would reasonably want a return on their investment and FCEVs have benefits EVs don’t such as needing a smaller network of refill facilities as opposed to extensive recharge points for a pure EV. For want of a better term Hyundai’s

business plan for its buses is a bet each way.

The new Hyundai FCEV buses are initially destined for South Korean streets but that may change in the future as more production facilities come on stream and assuming other countries go down the FCEV path.

Because of its powerful position internationally, Hyundai is pressing for the broad adoption of FCEV technology. It is doing this through sales offices it has in most countries around the globe.

For example, Hyundai Australia is putting its eggs firmly in the FCEV bus basket pushing for an Australian compliant version to be used in our cities. Current Hyundai buses are not designed for the Australian market.

But this is hypothetical as Hyundai struggles to satisfy South Korean

government demands for 26,000 hydrogen FCEV buses to replace their compressed natural gas fleet currently in use.

The contract is expected to take years to fulfil.

Hyundai has just completed a network of hydrogen refuelling stations in the Korean port city of Ulsan, to service some of the new FCEV bus fleet.

A Hyundai Australia spokesman said ``Hyundai’s bus manufacturing operations were “buried” in filling the huge order, meaning export markets such as Australia were on hold.’’

Read into that what you will but the fact remains Hyundai is not noted for sitting on its hands when it comes to engineering development, technology and marketing, the latter point emphasised by their move to internationally trademark the name ElecCity.

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The ElecCity brand seems likely to cover a number of vehicles with either EV or FCEV powertrains and could form the basis for component sharing across various vehicle ranges.

The Hyundai full electric bus that’s going into production with the FCEV version is powered by a 256kWh lithium-polymer battery that can drive the bus 290km on a full charge.

A half-hour charge on a high-output charger will deliver enough electricity to run for 170km.

In a city or urban application, this is more than sufficient range for efficient and economical operation.

That said, it would appear Hyundai and the South Korean government are backing FCEV technology in the face of broader support for full EV powertrains elsewhere.

As the world’s biggest manufacturer

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of lithium ion batteries, China is lining up behind EV power.

That country already has some 200,000 commercial EVs, many of which are buses.

Underlining the point is the city of Shenzhen where its entire fleet of 16,359 city buses are full EVs. Europe would seem to be going down the full EV road to replace its vast fleet of diesel powered buses.

Diesel is fast becoming literally and figuratively on the nose in many European cities that are grappling with high levels of pollution impacting public health.

Smelly old London is at the fore front as it has already started rolling out full electric buses on major routes.

Other major capitals throughout Europe mirror London’s plan and have signalled their intention to ban diesel in as little

as two years.

It is putting extreme pressure on transport companies to quickly find an alternative powertrain and that looks like being full EV. Battery technology is advancing at a rapid rate which drives EV use while FCEV infrastructure is languishing apart from in South Korea and Japan (Hyundai and Toyota/Honda).

It doesn’t really matter to Hyundai which has both bases covered…. clever tactics indeed.

The company has numerous green car choices including fuel-cell vehicles such as the Nexo alongside electric and plug-in hybrid vehicles like Ioniq and Kona Electric.

Ioniq is already here in the hands of some fleet operators.

As for electric Hyundai buses – it’s a wait and see game.

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Industry

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Since arriving in Australia in 2007, Chinese bus maker King Long has delivered 430 buses to customers all around the country and they have proven reliable and cost efficient work horses in the Australian coach market. Coach & Bus takes a look at the latest King Long to hit Aussie roads.

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I

n the 11 years since King Long arrived in Australia one of its most popular models has been its midi size coach.

Local distributor, Heavy Vehicles Australia, delivered the first midi size coach in 2009 and since then it has been a great seller. It’s no surprise then that this model should receive some attention from head officein China and a bit of a face lift to keep it front of mind with operators.

Actually it’s had a total make over.

In January this year King Long launched its new midi coach to replace the previous 6910/6102 models.

The two new AY models are available in 9.1m and 10.2m lengths and feature an impressive range of standard equipment.

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The Cummins engines in both models have had a power upgrade taking the six cylinder IsBe 6.7-litre engine in the 6911AY to 250HP and the 6102AY to 285hp.

The Ad-blue tank also had an upgrade increasing its capacity from 35L to 60L. The transmission remains the same using ZF’s EcoLife model which performs seamlessly.

Accoridng to Heavy Vehicles Australia, general manager, Anthony Fisicharo, from the outside you’ll notice a new body shape bringing the buses up to date with current design trends and some basic improvements requested by customers.

“The new front header with DRL’s and opening bonnets for mechanical access not only looks great but is functional as

well. The front will open up a bit like the monster’s mouth from the film Predator, while the two piece split windscreens were added to facilitate lower maintenance costs. This was another item high on customer’s wish list,” said Anthony.

On the front and rear of the bus you will still find three piece bumpers allowing owners to replace a damaged section individually, while on top there’s a ThermoKing SR70 air conditioning system as standard, with automatic temperature controls.

Further outlining the changes Fisicharo mentions the roof pod which sits inside a fibreglass flaring added to the roof making it look a little sleeker.

The updated King Long is fully dipped in electrophoretic tanks giving the corrosion protection you would expect from a manufacturer of this calibre while the side bins have new push button key lockable latches which are an improvement over the previous budget locks.

Also added above the wheel arches are quick release latches, giving easier access to the wheel area without the need for tools to raise the wheel arches.

The interior has undergone a complete transformation, with an all new look and feel.

The new black vinyl floor with blue step edges look great and hide foot prints while keeping the floor looking clean.

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At night the aisle is illuminated by funky blue runway LEDs which light up the sunken aisle and rear seating area. Mood lighting can be changed by a few switches on the dash.

The saloon interior trim comes in a standard grey colour, which looks modern, clean and the fit and finish is at a high level, a real step up. In the drivers area the radio position has finally been relocated to a user friendly location for the driver which was always a bit of an issue.

“King Long took pains to look after the driver and decided to upgrade the driver’s seat to an ISRI air suspension seat as standard,” added Anthony.

The standard passenger seating

configuration in the tour specification is fitted with new Fainsa leather reclining seats which are not only stylish, but very comfortable. King Long says to just add curtains, LCD screens and a tour guide microphone and you have the perfect tour charter vehicle.

“With so many tour operators using this style of bus, more luggage capacity was requested, so the floor height has been raised to create larger bin luggage space and height with 5.5 cubic metres, giving the ability to stand bags up,” he added.

“It’s not all about the tour operator as King Long still offer some seating flexibility for school bus operators, with a range of other seating options available on

request, like McConnell 2/3 which are popular for NSW school contracts,� said Anthony.

The luggage bins are brightly lit with new LED bin lights and the main electrical board flips down from the luggage bin roof, keeping it clean and easy to access.

Talking about the electrical system, reliability was a big ticket item, and the new AY models have a completely new electrical system from VDO. The VDO multiplex system gives greater reliability than the previous electrical platform and the new Instrument cluster (also from VDO) and new dash have a clean look and feel.

Driveability and comfort have not been

forgotten with a front axle upgrade to an independent front suspension which improves ride over the previous I-beam suspension. The vehicle has an ECAS2 Wabco suspension system, with six air bags, disc brakes and ABS. In terms of safely all King Longs boast a full automatic engine fire suppression system fitted as standard.

According to King Long, the AY midi has gone off without a hitch and seems to be a winner their customers and they expect these improvements to flow on to other models in their range soon.

Most of the new AY midi vehicles arriving are pre sold but King Long Australia expect to have some spare stock in May/June.

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Working Wheels

Toyota is a behemoth of a company and its HiLux is one of its many strengths in Australia. The HiLux finished 2017 as Australia’s top selling automobile of any class outselling sedans, hatches, station wagons and SUVs. These days, like America, Australia it seems loves a pick up or a ute as we know them. We sample the latest top of the range HiLux to see why it is so popular.

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T

he HiLux has received a bit of a model update in recent times and C&B jumped at the chance to have a lash at the latest incarnation of Australia’s most popular vehicle.

After testing many of HiLux’s rivals in recent times including the Ford Ranger, Holden Colorado, Isuzu DMax and VW Amarok, it was a great chance to see exactly what makes this the most popular ute in the pack.

The top of the line SR5 + HiLux was the vehicle we picked up for a week behind the wheel powered by the 2.8-litre turbo diesel coupled to a four-wheel drive. The duel cab SR5 + boasts maximum power rating of 130kW and torque of 420Nm. Although a petrol engine is available the fuel consumption advantages of the diesel see most HiLux models fitted with the compression ignition engine.

First, the petrol engine - you’ll use between 11.1L/100km for the manual (9.0km L), or 10.9L/100km for the auto (9.2km L). Bank on using more than that in the real world - up to 50 per cent more, if you’re loaded up.

The powerful 2.8-litre turbo diesel averaged around 9 litre/100kmduirng our time in the HiLux which was pretty reasonable given the fact that most of our driving was in city conditions and traffic and we did not spare the horses.

The turbo diesel by comparison with some of its counterparts in this market is a slightly noisy, clattering thing. There are certainly more refined turbo diesels around both in terms of harshness and power

delivery but as rusted on Toyota users will tell you the HiLux is bulletproof and lives up to its advertising slogan of being ‘Unbreakable. The question I ask is, will the Toyota be that much more reliable than the others? Short of looking at all the warranty claims of every model in the market and doing a thorough comparo, it would be nigh on impossible to know.

Most people buy the six speed automatic in the HiLux and that may will have been a smoother and more pleasant option than the robust but clunky manual.

The manual has slightly less pulling power and its delivery isn’t as instantaneous however the Toyota iMT - intelligent manual transmission system is excellent at matching revs on the downshift will rev-match preventing lag during downshifts particularly as the ratios are quite long.

The Ranger, Colorado and Amarok, all have higher torque outputs than the HiLux and that enhances the smoothness of their delivery while further showing up the HiLux, although it is no slouch, it is just that the others have caught and passed it in the engine refinement and power stakes.

The HiLux does have an Eco and Power mode switch that is a bit like a Jekyll and Hyde character change. In Eco mode the engine really is quite sluggish, but does save fuel. In Power Mode the difference is a stark and immediate contrast and the big dual cab lifts its skirts and really sprints along.

The ride isn’t as supple or refined as Amarok or for that matter the Ranger but is on par or better than the Colorado and DMax. However the steering of the HiLux

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is really good, nicely weighted, sharp and accurate with excellent feel.

The SR5+ gets 18 inch alloy wheels which have dark highlights and quite attractive and set the look of the car off nicely.

The HiLux suspension settings are a little harsh for my liking and it can get w bit choppy at times on the limit and on uneven tarmac, although it does perform well off road when that strong control is needed to prevent bottoming and bounce in the rough stuff. It does make the HiLux hard to live with in most other situations however.

Toyota says it has recently reworked suspension settings and made some subtle changes to to help soften the ride but it still jiggles and bumps on paved country roads, and does not deliver anywhere near the suppleness and compliance of the class’ best riding offerings from VW and Ford.

Safety is an important factor for fleets these days and HiLux measures up with a 5 Star ANCAP rating and boasts safety features across the range including electronic stability control with trailer sway control and seven airbags in the cabin with dual front, front side, curtain and driver’s knee airbags protecting the occupants in the event of an accident.

The HiLux’ big colour centre screen displays the great image form the standard

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reversing camera and although there are no rotary dials (one of our major bugbears with modern car audio systems), the big screen does display info and audio options clearly and easily.

The top of the range SR5 +model comes with a chrome sports bar, smart key and push button start, an alarm, dual-zone climate control AC, and those aforementioned 18-inch alloy wheels along with leather seats and electric seat control.

Like most of its rivals the Toyota HiLux is built in Thailand and the cabin finish and fit is superb, which is what we have come to expect from Toyota. There are no squeaks and rattles because everything is bolted together properly and how it is meant to

be, in this regard the HiLux is the category leader and the quality is terrific. Then again with a price tag for the SR5+ turbo diesel dual-cab 4x4 pick-up as tested of $56,990 in manual or $58,440 for the auto, as a buyer you would rightfully expect quality.

The most fruit-filled spec in the range is the SR5+, which is essentially a premium interior pack for the SR5 that sees the addition of leather seats and electric seat adjustment for the driver (it adds $2000 to the list price, pushing the manual to $56,440 and the auto to $58,440).

Despite the criticisms the HiLux is a safe bet and most buyers see that, which is why it is the best seeling model and reigns supreme in the Aussie auto market.

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064 Money Matters

PAUL CLITHEROE PLANNING FOR A LONG LIFE WITHOUT OVERLOOKING THE UNFORESEEN

A

ustralians today need to do something our parents and grandparents didn’t even think about – plan for a long life, and a new report shows the benefits of planning for longevity go beyond money matters.

Australians enjoy one of the longest life expectancies in the world. Around 3.7 million of us (15 per cent of the population) are aged 65-plus, and today’s 60-somethings can expect to live for another 20 years on average. That’s an increase of more than eight years for men and almost 10 years for women since the turn of the century.

However, a new study by National Seniors Australia (NSA) shows that our savings behaviour is not keeping pace with increasing life expectancy.

The challenge of ageing is simple – in theory at least. We need to make earnings from 40 to 50 years in the workforce extend across 80 to 90 years of living.

The NSA report highlights a key problem with this: We have a tendency to take the present more seriously than the future, and that means we often fail to save enough to pay for later life.

The same study found that what matters most to people about their finances in retirement is having regular, constant income. Conserving capital to leave money for the next generation is becoming less of a consideration for many Australians.

Nonetheless, many of us expect to maintain similar spending patterns in retirement as we did in the workforce.

Crunch time often comes as we head towards retiring age, and the reality of what may be a limited nest egg becomes more obvious.

We also have a tendency to make plans for travel and leisure in early retirement.

However, it pays to look a little further over the horizon and consider how you will meet aged care costs because chances are, either you – or your family – will need to pay for them.

It all highlights the need for good planning. The NSA found that people

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who have no plans to deal with an increased lifespan are more likely to experience financial, social and emotional disadvantages.

I’m pretty sure that’s not the outcome you want for your retirement. Thankfully there is a solution. Part of the answer lies in committing to saving for retirement while you have enough income to do so. But it also hinges on how you use your super and other investments once you leave the workforce.

Striking the balance between a quality retirement and running out of funds prematurely is a juggling act that calls for expert financial advice, and it’s not something you should put off until you’re ready to walk away from the workforce for the last time. Seeking good advice early can be one of your best investments.

While we need to be planning for a long life you should also give some consideration to insurance and planning for the potential of death coming when you least expect it, which it often does.

If you have a family, dependents or debt, life insurance is essential. Yet one in four Australians aren’t sure whether or not they have life cover in place at all.

If you die and your life is insured, your beneficiaries receive a lump sum payout. This money can be the difference between the people who matter most to you enjoying a decent lifestyle or facing a financial struggle. Yet one in four Australians aren’t even sure whether or not they have life insurance.

Many of us have some level of life cover through our super fund. However, this isn’t always the case so it pays to ask. Despite this being a matter of picking up the phone to speak with your fund, a recent study

by Finder shows one in five super fund members have no idea whether they have life insurance through their super.

If you have more than one super fund – and 40 per cent of Australians do, you could be doubling up on premiums.

The downside here is that paying multiple premiums through several funds, will eat away at your total nest egg over time.

Having some life cover in place is better than having none at all especially if you have dependents. And incidentally, these days it makes sense for both parents in a family to have life cover even if one person is a stay-at-home parent. Too often the economic worth of the child-rearer’s work is overlooked, and ideally, both parents should be insured at a similar level.

I mention this because Finder’s research found woman tend to be more uncertain than men about whether they have life cover in place. Close to one in three women simply don’t know if their life is insured.

Like all insurances, life cover works best when you have the right level of protection in place for your situation.

The insurance available through your super is typically very affordable because your fund ‘buys in bulk’ for a large number of members. However, life insurance policies arranged through super may not be as comprehensive as standalone cover purchased directly from an insurer.

Similarly, life insurance organised through your super fund is unlikely to be designed with your individual circumstances in mind, and figures from industry body Lifewise show up to 50 per cent of fund members can be underinsured by $100,000.

The solution is simple. Contact your fund or check your most recent super statement to know whether or not you have life insurance. If you feel the life cover offered by your super fund is insufficient, consider taking a look at what’s available with an independent insurer. At least this way you will have control over your family’s financial well-being if tragedy occurred.

Paul Clitheroe is a founding director of financial planning firm ipac, chairman of the Australian Government Financial Literacy Board and chief commentator for Money magazine. Visit www.paulsmoney.com.au for more information.

Renault MASTER BUS

Safety. Comfort.

Low running costs.

That’s what we value too

Master Bus is easy to get into. It has an exceptional headroom space, a wider than average aisle and an electric sliding door and step*. There’s also class leading 3.5 cubic metres of luggage space in the back which stops the cabin getting clogged up with bags. It’s easy to get into financially as well.

With a 3 year or 200,000km warranty and roadside assist†, 3 year capped price serving^ combined with Renault’s reliability and low running costs – we challenge you to find a better value mini-bus.

For more information visit renault.com.au * Electric sliding door and step is optional on Master Bus. †Three (3) year/200,000km warranty offer and 3 year/200,000km Roadside Assistance both apply to all new or demonstrator Master Bus models. Warranty and Roadside Assistance valid for 3 years or 200,000km (whichever comes first) from new. Demonstrator vehicles receive balance of new vehicle warranty and Roadside Assistance. Roadside Assistance terms and conditions apply. Call our Customer Service Team on 1800 009 008 or view the Terms and Conditions statement at www.renault.com.au/ drivingpeaceofmind for details. ^First 3 scheduled maintenance services capped at $349 per service on new and demonstrator MASTER models, based on standard scheduled servicing from new and on normal operating conditions. Scheduled maintenance services required every twelve (12) months or up to 30,000km (whichever occurs first). However, Master is subject to adaptive servicing requirements, as determined by the Oil Condition Sensor, and may require servicing prior to the standard twelve (12) months or 30,000km service interval. If vehicle is not presented within three (3) months of when the scheduled service is required, right to that capped-price service under the program is forfeited.

MARCOPOLO One of the world’s largest body manufacturers, Marcopolo, is making a major mark in the Australian bus industry.

Brazilian based, Marcopolo, have partnered with Volgren since 2012 - launching their first vehicle, the Audace three years ago.

Marcopolo have sold more than 100 Audace's locally and in 2017, they announced a full acquisition of Volgren - Australia's leading bus body company.

Who is Marcopolo?

Founded in Brazil in 1949, Marcopolo has grown to become one of the biggest bus body manufacturers in the world.

The company has manufacturing facilities in 12 countries, employs 20,000 people around the world and has produced more than 400,000 buses in nearly 70 years.

There are Marcopolo vehicles running on the roads of more than 100 nations, from Spain to Sudan, India to Iceland, Portugal to Peru.

One such model is the Audace, the first Marcopolo vehicle to land on Australian shores. A versatile vehicle that can be used as a charter bus or coach, the Audace emphasises driver and passenger comfort while showing off stop-you-in-your-tracks European styling.

Matching global strength with Volgren’s local know-how, Marcopolo continues to turn heads in Australian bus market.

BUILDING BETTER BUS PARTNERSHIPS FOR MORE INFO CONTACT VOLGREN ON 03 9791 4255 OR VISIT VOLGREN.COM.AU/MARCOPOLO